hendry



(No Model.)

'J P. HART & 0. M. HENDRY.

RAILROAD FROG.

No. 375,627. Patented Dec. 27, 1887.

, UNITED STATES PATENT OFFICE.

JAMES F. HART AND CHARLES M. HENDRY, OF UNION POINT, GEORGIA.

RAILROAD-FROG.

SPECIFICATION forming part of Letters Patent No. 375,627, dated December27, 1887.

Application filed July 2,1887. Serial No.243,280. (N model.)

To all whom it may concern.-

Be it known that we, JAMES F. HART and CHARLES M. HENDRY, of UnionPoint, in the county of Greene and State of Georgia, have inventedcertain new and useful Improvements in Railroad-Frogs; and we do herebydeclare the following to be a full, clear, and exact description of theinvention, such as will enable others skilled in the art to which itappertains to make and use the same.

On r invention relates to an improvementin frogs for railroads, theobject of the same being to construct a frog-rail that will be simple inits construction and one that will keep the main line solid at the pointof crossing by the side track, thus doing away with the frog that cutsthe main line in two, so that a train pass ing said point of crossingwill perceive no difference in the track.

A further obj ectis to provide a frog-rail that can be operated eitherby the hand or train.

WVith these ends in view our invention consists in certain features ofconstruction and combinations of parts, as will be hereinafterdescribed, and pointed out in the claims.

In the accompanying drawings, Figure 1 is a view of a main track andsiding with our improved frog secured thereto in open adjustment,showing the continuous main track. Fig. 2 is a view of the same withtheimproved frog closed to the main line, showing the siding in the formof a continuous track.

A represents the main track, consisting of the rails A A; B, the siding,also consisting of two rails, B B one rail of which, B, is slightlyraised a short distance above the rail A of the main track by blocks a,made of wood or metal.

0 is a frog-rail, made slightly broader at its front end and cutawayunder its front end, so as to pass over the rail A, and rests on asupplemental track-section, D, which latter is also raised to a levelwith the rail B by blocks, and is cut away slightly near the track B ofthe siding to allow the frog-rail a firm bearing-seat. The frog-rail Gis cut away on its under surface, leaving an angular-shaped end intactfor the purpose of forming an additional bearingsurface for thefrog-rail against the main track when open to the siding, andfurthermore is beveled along this cut-away portion, so that should therails A, from any cause whatever, become higher, the frog rail by reasonof said beveled edge would rise over it.

The supplemental track-sectionD is tapered back from the part cut awayfor the frog-rail O to its rear end until it comes level with the railsA, so that should anything drop or slide upon the rails of the track itwould meet with no obstruction, for, on account of the gradual rise ofthe supplemental track-section D and rails G and B, it would graduallypass over them. This frog-rail is still further provided on theangular-shaped end of its under face with a laterally-projectingmetallic arm, E, rigidly secured thereto and pivoted to the blocks a,which support the rail B.

A pitman, F, made of metal, is attached to the frogin any well-known andapproved manner, and operates said frog-rail by its connection with thecrank end of an operating-rod, G, which latter is connected by means ofthe rod G with the switch-stand, said rod being secured to continuationsof the cross-ties a by suitable fastenings, e e.

The operation of our improved frog-rail is as follows: The main track Ais normally open, but when the frog-rail G is used it is closed. Now,should a train coming from a point indicated in the drawings,as X, findthe frog-rail closed that is, find the main track open-it would not benecessary for it to stop, as the flanges of the wheels of the train,coming in contact with the frog-rail, would open it, and thereby allowit to continue on until coming on the main line. Again, snpposea trainindicated in the drawings as coming from Z wanted to continue on themain track, and finds said main track closed by the frog-rail. Here,again, it would not be necessary for it to stop, but continue on untilthe flanges of the wheels of the train,coming in contact with thefrog-rail, would throw it aside, thereby opening the main line.

As a modification, a spring might be used in connection with the pitmanand be so arranged that shonld the switch be changed, throwing the mainline open and clear, and a train on the siding should start out, thefrograil, by reason of the spring in the pitman F, when the flanges ofthe wheels should come in contact with it, would be forced over so as toallow the train to pass out, and as soon as relieved of the pressure ofthe train the spring would draw it back, thereby leaving the main lineopen and clear.

It is evident that slight changes might be resorted to in the form andarrangement of the several parts described without departing from thespirit and scope of our invention; hence we do not wish to limitourselves strictly to the exact construction herein set forth; but,

Having fully described our invention, what we claim as new, and desireto secure by Letters Patent, is

1. In a railway-frog, the combination, with.

a main track and siding and a frog-rail having a portion of its lowerface cut away, of a supplemental rail adapted to form a bearing on whichthe frog-rail rests when the latter is closed to the main line, andprovided with a rigid shoulder forming a stop for limiting the movementof the frog-rail, substantially as set forth.

2. In a railway-frog, the combination, with a main track and siding anda frog-rail having a beveled lower face, of a supplemental rail adaptedto form a'bearing on which the lower face of the frog-rail rests whenthe latter is closed to the main line, and provided with a rigidshoulder forming a stop for limiting the movement of the frog,substantially as set forth.

In testimony whereof we have signed this specification in the presenceof two subscribing witnesses.

JAMES F. HART. CHARLES M. HENDRY.

Witnesses:

J. H. ENGLISH, J OEL F. THORNTON.

